Cessna SKYMASTER 336 1964 User manual

REVISION

MODEL

336

SKYMASTER

1964

SERVICE

MANUAL

CHANGE

2

5

JANUARY

2004

D238C2-13

INSERT

THE

FOLLOWING

CHANGED

PAGES

INTO

THE

BASIC

MANUAL

Cessna

A

Textron

Company

Service

Manual

1964

MODEL

336

SKYMASTER

Member

of GAMA

FAA

APPROVAL

HAS

BEEN

OBTAINED

ON

TECHNICAL

DATA

IN

THIS

PUBLICATION

THAT

AFFECTS AIRPLANE

TYPE

DESIGN

CHANGE

2

TO THE

BASIC

MANUAL

INCORPORATES

TEMPORARY

CHANGE

1

DATED

27 FEBRUARY

1978,

TEMPORARY

CHANGE

2

DATED

23

MARCH 1978,

TEMPORARY

CHANGE

3

DATED

1

DECEMBER 1980,

AND

TEMPORARY REVISION

4

DATED

17

MARCH 1995.

COPYRIGHT

©

2004

CESSNA

AIRCRAFT

COMPANY

WICHITA,

KANSAS,

USA

D238-2-13

1

APRIL

1964

5

JANUARY

2004

Change

2

CESSNA

AIRCRAFT

COMPANY

MODEL

336

SERVICE

MANUAL

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OF

EFFECTIVE

PAGES

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of

issue

for

original

and

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pages

are:

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1964

2004

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superseded

pages.

NOTE:

*

Indicates

pages

changed,

added,

or

deleted

by

the

current

change.

Change

2

Jun

5/2004

©

Cessna

Aircraft

Company

I

A

CESSNA

AIRCRAFT

COMPANY

MODEL

336

SERVICE

MANUAL

TABLE

OF

CONTENTS

SECTION

PAGE

1

GENERAL DESCRIPTION

................................................ 1-1

2

SERVICING

............................................................

2-1

3

FUSELAGE

.............................................................

3-1

4

WINGS,

BOOMS, AND

EMPENNAGE

......................................

4-1

5

LANDING

GEAR

........................................................

5-1

6

AILERON

CONTROL

SYSTEM

.......................................

.....

6-1

7

FLAP

CONTROL

SYSTEM

...............................................

7-1

8

ELEVATOR, TRIM

AND

INTERCONNECT

CONTROL

SYSTEMS

.............

8-1

9

RUDDER

CONTROL

SYSTEM

.....................

........................

9-1

10

POW

ERPLANTS

.........................................................

10-1

11

FUEL

SYSTEM

..........................................................

11-1

12

PROPELLERS

..........................................................

12-1

13

UTILITY

SYSTEMS

.......................................................

13-1

14

INSTRUMENTS

.........................................................

14-1

15

ELECTRICAL

SYSTEMS

..................................................

15-1

16

STRUCTURAL

REPAIR

...................................................

16-1

17

PAINTING

...............................................................

17-1

18

WIRING

DIAGRAMS

.....................................................

18-1

Change

2

Jan

5/2004

©

Cessna

Aircraft

Company

CESSNA

AIRCRAFT

COMPANY

MODEL

336

SERVICE

MANUAL

CROSS-REFERENCE

LISTING

OF

POPULAR

NAME

VS.

MODEL

NUMBER

AND

SERIALS

All

aircraft,

regardless

of

manufacturer,

are

certified

under

model

number

designations.

However,

popular

names

are

used

for

marketing

purposes.

To provide

a

consistent

method

of

referring

to the

various

aircraft,

model

numbers

will

be used

in

this publication

unless

names

are

required

to

differentiate

between

versions

of

the

same

basic

model.

The

following

table provides

a

cross-reference

listing

of

popular

name

vs.

model

number.

BEGINNING

ENDING

MODEL

SERIAL

POPULAR

NAME

YEAR

MODEL

NUMBER

SKYMASTER

1964

336

336-0001

336-0195

1964

336

633

1964

336

636

Change

2

©

Cessna

Aircraft

Company

Jan 5/2004

ii

CESSNA

AIRCRAFT

COMPANY

MODEL

336

SERVICE

MANUAL

1.

GENERAL.

WARNING:

ALL

INSPECTION

INTERVALS,

REPLACEMENT

TIME

LIMITS,

OVERHAUL

TIME

LIMITS,

METHODS

OF

INSPECTION,

LIFE

LIMITS,

CYCLE

LIMITS,

ETC.,

RECOMMENDED

BY

CESSNA

ARE

SOLELY

BASED

ON

THE

USE

OF

NEW,

REMANUFACTURED,

OR

OVERHAULED

CESSNA-APPROVED

PARTS.

IF

PARTS

ARE DESIGNED,

MANUFACTURED,

REMANUFACTURED,

OVERHAULED,

AND/OR

APPROVED

BY

ENTITIES

OTHER

THAN

CESSNA,

THEN

THE

DATA

IN

CESSNA'S

MAINTENANCE/SERVICE

MANUALS

AND

PARTS

CATALOGS

ARE

NO

LONGER

APPLICABLE

AND THE

PURCHASER

IS

WARNED

NOT

TO

RELY

ON

SUCH

DATA

FOR

NON-CESSNA

PARTS.

ALL

INSPECTION

INTERVALS,

REPLACEMENT

TIME

LIMITS,

OVERHAUL

TIME

LIMITS,

METHOD

OF

INSPECTION,

LIFE

LIMITS,

CYCLE

LIMITS,

ETC.,

FOR

SUCH

NON-CESSNA

PARTS

MUST

BE

OBTAINED

FROM THE

MANUFACTURER

AND/OR

SELLER

OF SUCH

NON-CESSNA

PARTS.

A.

The

information

in

this publication

is

based

on

data

available

at

the

time

of

publication

and

is

updated,

supplemented,

and

automatically

amended

by

all

information

issued

in

Service

Letters,

Service

Information

Letters,

Service

Bulletins,

Service

Newsletters,

Supplier

Service

Notices,

Publication

Changes,

Revisions,

Reissues

and

Temporary

Revisions.

Users

are

urged

to

keep

abreast

of

the

latest

amendments

to

this

publication

through

information

available

at

Cessna

Authorized

Service

Stations

or

through

the

Cessna

Propeller

Aircraft

Product

Support subscription

services.

Cessna

Service

Stations

also

have

been

supplied

with

a

group

of

supplier

publications

which

provide

disassembly, overhaul,

and

parts

breakdowns

for some

of

the

various

supplier

equipment

items.

Supplier's publications

are

updated,

supplemented,

and

specifically

amended

by

supplier-issued

revisions

and

service

information

which

may

be

reissued

by

Cessna.

Supplier publications

reissued

by

Cessna

automatically

amend

this publication

and

are

communicated

to

the

field

through Cessna's

Authorized

Service

Stations

and/or

through

Cessna's

subscription

services.

B.

Inspection,

maintenance,

and

parts

requirements

for

STC

installations

are

not

included

in

this

manual.

When

an

STC

installation

is

incorporated

on

the

airplane,

those

portions

of

the

airplane

affected

by

the

installation

must

be

inspected

in

accordance

with

the

inspection

program

published

by

the

owner

of

the

STC.

STC

installations

can

change

systems

interface,

operating

characteristics

and

component

loads

or

stresses

on

adjacent

structures

of

the

airplane.

Cessna

provided

inspection

criteria may

not

be

valid

for

airplanes

with STC

installations.

C.

REVISIONS,

REISSUES

and

TEMPORARY

REVISIONS

can be

purchased

from

a

Cessna Service

Station or

directly

from

Cessna Aircraft

Company

at the

following address:

Cessna

Aircraft

Company

Department

751C

P.O. Box

7706

Wichita,

Kansas

67277-7706

D.

Information

in

this

Service

Manual

is

applicable

to

all

U.S.

Certified

Model

336

airplanes

within

the

following

range

of

serial

numbers;

336-0001

thru

336-0195,

633

and

636.

E.

All

supplemental

service

information

concerning

this

manual

is

supplied

to

all

appropriate

Cessna

Service

Stations

so

that

they

have

the latest

authoritative recommendations

for

servicing

these Cessna airplanes.

Therefore,

it

is

recommended

that

Cessna

owners

utilize

the

knowledge

and

experience

of

the Cessna

Service

Organization.

Change

2

Jan

5/2004

©

Cessna

Aircraft

Company

iii

CESSNA

AIRCRAFT

COMPANY

MODEL

336

SERVICE

MANUAL

2.

CROSS-REFERENCE

LISTING

OF

POPULAR

NAME

VERSUS

MODEL

NUMBER

AND

SERIALS.

A.

All

airplanes, regardless

of

manufacturer,

are

certified

under

model

number

designations.

However,

popular

names

are

often

used

for marketing

purposes. To provide

a

consistent

method

of

referring

to

these airplanes,

the

model

number

will be

used

in

this

publication

unless

the

popular

name

is

necessary

to

differentiate

between

versions

of the

same

basic

model.

The

table

on

page

ii

provides

a

listing

of

popular

name, model

number,

and

serial

numbers.

B.

The

Cessna

Skymaster

Series

(1964)

Service

Manual

has

been

prepared

to

assist

maintenance

personnel

in

servicing

and

maintaining

Model

336

airplanes.

This

manual

provides

the

necessary

information

required

to

enable

the

mechanic

to

service,

inspect,

troubleshoot,

remove, and

replace

components

or

repair

systems.

C.

Technical

Publications

are

also

available

for

the

various

components

and

systems

that

are

not

covered

in

this

manual.

These

manuals

must

be

utilized

as

required

for

maintenance

of

those components

and

systems,

and

may

be

purchased

from

the

manufacturer.

4.

TEMPORARY

REVISIONS.

A.

Additional

information,

which

becomes

available,

may

be

provided

by

temporary

revision. This

service

is

used

to

provide,

without

delay,

new

information,

which will

assist

in

maintaining safe

flight/ground

operations.

Temporary

revisions

are

numbered

consecutively.

Temporary

revisions

are

normally

incorporated

into the

maintenance

manual

at

the

5.

SERIALIZATION.

A.

All

airplanes

are

issued

a

serial

number.

This number

is

assigned

as

airplane

construction

begins

and

remains

with

the

airplane

throughout

its

service

life.

This serial

number

appears

on

the

airplane

data

plate.

Airplane

serial numbers

are

used

to

identify

changes

within

the text

or within

an

illustration.

The

absence

of

a

serial

number

in

text

or

illustration indicates

the

material

is

applicable

to

all

airplanes.

6.

REVISION FILING

INSTRUCTIONS.

A.

Regular Revision.

(1)

Pages

to

be

removed

or

inserted

in

the

maintenance manual

are

determined

by

the

effectivity

page

A

located

at the

front

of

this

manual.

Page

numbers

are

listed

in

sequence

by

a

two-element

number.

The

first

number(s)

which

represent

the

manual

section

number

are

followed

by

a

dash

then

the

page

number

for

that

section.

When

two

pages

display

the

same two-element

number,

the

page

with

the

most recent

date

of

page

issue

must

be

inserted

in

the

service

manual.

The

date

column

on

the

Effectivity

page

must

verify

the

active

page.

NOTE:

Beginning

with

Change

2

to

this

service

manual,

a

date

will

appear

on

the bottom

of

all

revised

pages.

Revisions

prior

to

Change

2

do

not

have

a

date

printed

at

the bottom

of

the

revised

page.

B.

Temporary

Revision.

(1)

File

temporary

revisions

in

the

applicable

section

in

accordance

with

filing

instructions

appearing

on

the

first

page

of

the

temporary

revision.

(2)

The

rescission

of

a

temporary

revision

is

accomplished

by

incorporation

into

the

maintenance

manual

or

by

a

superseding

temporary

revision.

Change

2

iv

©

Cessna

Aircraft

Company

Jan

5/2004

CESSNA

AIRCRAFT

COMPANY

MODEL

336

SERVICE

MANUAL

7.

IDENTIFYING

REVISED

MATERIAL.

A.

Additions

or

revisions

to

text

in

an

existing

section

will

be

identified

by

a

revision

bar

in

the

outside

margin

of

the

page

and

adjacent

to

the change.

B.

When technical

changes

cause

unchanged

text

to

appear

on

a

different

page(s),

a

revision

bar

will

be

placed

in

the

outside

margin

adjacent

to

the

page

number,

providing

no

other

revision

bar

appears

on

the

page.

These

pages

will

display

the

current

revision

date

in

the inside

margin

opposite

of

the

page

number.

C.

When

extensive

technical

changes

are

made

to

text

in

an

existing

section

that

requires

extensive

revision,

revision

bars

will

appear

the

full

length

of

text.

D.

For

revised

or

new

illustrations,

either

a

revision

bar along

the

side

of

the

page

or

a

hand

indicator

directing

attention

to

the

area

will

indicate

new

or

revised

information.

E.

Changes

to wiring

diagrams

are

indicated

by

shaded

areas.

NOTE:

Beginning

with

Change

2

to

this

service

manual,

a

revision

bar

will

appear

on

the

outside

margin

of the

revised

page.

Revisions

prior

to

Change

2

do

not

have

a

revision bar

to

indicate

revised

information.

8.

WARNINGS,

CAUTIONS

AND

NOTES.

A.

Throughout

the

text

in

this manual,

warnings,

cautions

and

notes

pertaining

to

the

procedures

being

accomplished

are

utilized.

These

adjuncts

to

the

text

are used

to

highlight

or

emphasize

important

points.

Warnings

and

Cautions

precede

the

text

they

pertain

to,

and

Notes

follow

the text

they

pertain

to.

WARNING:

Calls

attention

to

use

of

materials,

processes,

methods,

procedures,

or

limits

which

must

be

followed

precisely

to

avoid

injury or

death

to

personnel.

CAUTION:

Calls

attention

to

methods

and

procedures

which

must

be

followed

to

avoid

damage

to

the

airplane

or

equipment.

NOTE:

Calls

attention

to

methods that

will

make

the

job

easier.

9.

PROPELLER

AIRCRAFT

CUSTOMER

CARE

SUPPLIES

AND

PUBLICATIONS

CATALOG.

A.

A

Cessna

Propeller

Aircraft

Customer

Care

Supplies

and

Publications

Catalog

is

available

from

a

Cessna

Service

Station

or

directly

from

Cessna

Aircraft

Company.

The

address

is:

Cessna

Aircraft

Company

Department

751

C

P.O.

Box

7706

Wichita,

Kansas

67277-7706

This

catalog

lists

all

publications

and

Customer

Care

Supplies

available

from

Cessna

for

prior

year

models

as

well

as

new

products.

To

maintain

this

catalog

in

a

current

status,

it

is

revised

yearly

and

issued

in

paper

and

aerofiche

form.

10.

CUSTOMER

COMMENTS.

A.

Cessna

Aircraft

Company

has

endeavored

to

furnish

you with

an

accurate,

useful

and

up-to-date

manual.

This

manual

can

be

improved

with

your

help.

Please

use

the

return

card

that

is

provided

with

your

manual

to

report

any

errors,

discrepancies,

and

omissions

in

this

manual

as

well

as

any

general

comments

you

wish

to

make.

Change

2

Jan

5/2004

©

Cessna

Aircraft

Company

v

CESSNA

AIRCRAFT

COMPANY

MODEL

336

SERVICE

MANUAL

(THIS

PAGE

INTENTIONALLY

LEFT

BLANK)

©

Cessna

Aircraft

Company

I

Change

2

Jan

5/2004

vi

SECTION

1

GENERAL

DESCRIPTION

1-1.

GENERAL

DESCRIPTION.

1-2.

The

Model

336

is

a

twin-engine,

high

wing

monoplane

of

all

metal,

semi-monocoque

construc-

tion.

Four

place

seating

is

standard,

but

provisions

are

made

for

the

addition

of

optional

seats

to

make

a

five

or

six-place

airplane.

The

engines

are

placed

in

tandem

on

the

fuselage

centerline

and

the

empen-

nage

is

mounted

on

twin

tail

booms.

The

six-cylinder

horizontally-opposed

engines

are

equipped

with

fuel

injection.

Each

engine

turns

a

metal

constant-speed,

full

feathering

propeller.

The

rear

engine,

in

add-

ition,

is

equipped

with

a coaxial

cooling

fan.

Flight

adjustable

trim

is

provided

for

the

rudder

and

eleva-

tor

systems.

The

landing

gear

is

the

Cessna

spring

steel

strut

type

main

gear

and

oleo-strut

nose

gear.

Wing

flaps

are

electrically

operated.

Leading

particulars

of

the

Model

336,

with

dimensions

based

on

gross

weight,

are

given

in

the

following

chart.

If

these

dimensions

are

used

for

constructing

a

hangar

or

computing

clearances,

remember

that

such

factors

as

nose

strut

inflation,

tire

pressures,

tire

sizes,

and

load

distribution

may

result

in some dimensions

that

are

considerably

different

from

those

listed.

DESIGN

GROSS

WEIGHT

FUEL

CAPACITY

(Total

Standard)

Optional

OIL

CAPACITY

(Total

-

Both

Engines)

ENGINE

MODEL

(Refer

to

Section

10

for

Engine Data)

PROPELLER

(Constant

Speed,

Full

Feathering)

MAIN

WHEEL

TIRES

Standard

Pressure

Optional

Pressure

NOSE

WHEEL TIRE

Standard

Pressure

Optional

Pressure

NOSE

GEAR

STRUT PRESSURE

(Strut Extended)

WHEEL

ALIGNMENT

Camber

Toe-in

AILERON

TRAVEL

Up

Down

WING

FLAP

TRAVEL

(Electrically

Operated)

RUDDER

TRAVEL

(Measured

parallel

to

W.

L. -

Airplane

level)

Outboard

Inboard

Equivalent

Travel

(Measured

perpendicular

to

hinge

line)

Outboard

Inboard

ELEVATOR

TRAVEL

Up

Down

ELEVATOR

TRIM

TAB

TRAVEL

Up

Down

PRINCIPAL

DIMENSIONS

Wing

Span

Tail

Span

Length

Fin

Height

(Maximum

with

Nose

Gear

Depressed)

Track

Width

BATTERY

LOCATION

3900

lb

92.8

gal

130.8

gal

20 qt

CONTINENTAL

IO-360-A

76"

McCAULEY

6.00

x

6,

45

psi

8.

00

x

6,

35

psi

6-ply

rating

6-ply

rating

15

x

6.00

x

6,

6-ply

rating

45

psi

6.

00

x

6,

6-ply

rating

35

psi

50

psi

3°±1°30'

0

to

.

06"

21

±2°

14.

50±2

0

°

to

30°,

±

2"

220±2"

15°,

+0

-2°

23°7'

+2013'

16°26',

+0°-2°13'

26°,

+2

0

-00

20°±20

10°*20

26°,

+2'_-0

38'

10'

3/8"

29'

7"

9'

7"

8'

2"

Left

side

of

front

engine

mount

1-1

WING

STATIONS

222.00

192.00

162.00

135.60

AIRPLANE

107.60

79.60

55.50

42.75

-30.

00

23.00

,

34.45

0 342.30

27.25

60.

19.85

51.50

STA.

7

0

110.50

138.75

I

1 1

-e

70.

00

AT

£

OF

BOOM

CORRESPONDS

TO

FUSELAGE STA.

193.90

FUSELAGE

STATIONS

120.00

I

.

I!

I

Figure

1-1.

Reference

Stations

1-2

_

TORQUE VALUES

IN

POUND-INCHES

(See

Note

20-25

50-70

100-140

160-190

450-500

480-690

800-1000

1100-1300

2300-2500

2500-3000

3700-5500

5000-7000

9000-11000

FINE

THREAD

SERIES

STANDARD

TYPE

NUTS

Alternate

e

2)

Values

MS203

AN310

AN316

(See

Note

4)

20-28

50-75

100-150

160-260

450-560

480-730

800-1070

1100-1600

2300-3350

2500-4650

3700-6650

5000-10000

9000-16700

SHEAR

TYPE

64,

AN320

,

AN7502

12-15

30-40

60-85

95-110

270-300

290-410

480-600

660-780

1300-1500

1500-1800

2200-3300

3000-4200

5400-6600

NUTS

Alternate

Values

AN320

(See

Note

4)

12-19

30-48

60-106

95-170

270-390

290-500

480-750

660-1060

1300-2200

1500-2900

2200-4400

3000-6300

5400-10000

COARSE

THREAD

SERIES

STANDARD

TYPE

NUTS

(See

Note

3)

12-15

20-25

40-50

80-90

160-185

235-255

400-480

500-700

700-900

1150-1600

2200-3000

3700-5000

5500-6500

6500-8000

SHEAR

TYPE

NUTS

MS20364,

AN320,

AN316

7-9

12-15

25-30

48-55

95-100

140-155

240-290

300-420

420-540

700-950

1300-1800

2200-3000

3300-4000

4000-5000

(1)

AN3,

AN23,

AN42,

AN173,

MS20004,

NAS334,

NAS464

Series bolts;

AN502,

AN503,

NAS220

and

NAS517

Series

Screws.

(2)

AN310,

AN315,

AN345,

AN362,

AN363,

MS20365,

AN366,

"EB","1452",

"Z1200,

"

"UWN"

and

other self-locking

nuts.

(3)

AN310,

AN340,

MS20365,

AN366

and

other

self-locking

anchor nuts.

(4)

When

using

AN310

and

AN320

castellated

nuts

where

alignment

between

bolt

and

cotter

holes

is

not

reached using

normal

torque values,

use

alternate

torque

values

or

replace

nut.

These

torque

values

are

recommended

for

all

procedures

contained

in

this

book

except

where

other

values

are

stipulated.

BOLT

SIZE

(See

Note

1)

10-32

1/4-28

5/16-24

3/8-24

7/16-20

1/2-20

9/16-18

5/8-18

3/4-16

7/8-14

1-14

1-1/8-12

1-1/4-12

BOLT

SIZE

(See

Note

1)

8-32

10-24

1/4-20

5/16-18

3/8-16

7/16-14

1/2-13

9/16-12

5/8-11

3/4-10

7/8-9

1-8

1-1/8-8

1-1/4-8

NOTES:

1-3

SECTION

2

GROUND

HANDLING,

SERVICING,

LUBRICATION,

AND

INSPECTION

TABLE

OF

CONTENTS

Page

GROUND

HANDLING

............

Towing

.........

Hoisting

........

Jacking

.........

Parking

........

Tie-Down

........

Hangar Storage

.............

Outside

Storage

.............

Extended

Storage

............

Returning

Airplane

to

Service

.......

Leveling

........

SERVICING

........

Fuel

Tanks ...............

Fuel

Drains

... ..........

Engine

Oil

...............

Engine

Induction

Air

Filters

.......

Battery

.

2-1

2-4

2-5

2-1.

GROUND

HANDLING.

2-2.

TOWING.

Moving

the

airplane

by

hand

is

ac-

complished

by

using

the

wing

struts

or

landing

gear

struts

as

push

points.

A

tow

bar

attached

to

the

nose

gear

is

used

for

steering

and

maneuvering

the

air-

plane.

The

two

bar

is

provided

as

standard

equip-

ment

and

is

stowed

in

the

baggage

compartment.

CAUTION

When

towing

the

airplane,

never

turn

the

nose

wheel

more

than

39

degrees

either

side

of

center

or

the

nose

gear

will

be

damaged.

Do

not

push

on

control surfaces

or

empennage

surfaces.

2-3.

HOISTING.

The

airplane

may

be

lifted

by

means

of

hoisting

lugs

which

are

provided

as

optional

equipment.

Beginning with

airplane

serial

number

336-0058

and on,

provisions

for

attaching

the

op-

tional

hoisting

rings

to

the

front

and

rear

carry-thru

spars

are

provided

as

standard

equipment.

If

the

optional

hoisting

rings

are

used,

a

minimum

cable

length

of

60

inches

for

each

cable

is

required

to

prevent

bending

of

the

eyebolt

type

hoisting

rings.

If

desired,

a

spreader

jig

may

be

fabricated

to

apply

vertical

force

to

the

eyebolts.

When

hoisting

the

air-

plane

use

a

hoist

of

a

minimum

capacity

of

three

tons.

2-4.

JACKING.

(See

figure

2-1.)

To

raise

the

nose

wheel

clear

of

the

ground,

the

tail

may

be

carefully

weighted

down

or

tied

down.

A

permanent

jack

point is

provided

on

the

bottom

of

the

fuselage,

cen-

tered

behind

the

nose

gear,

so

the

nose

gear

may

be

Tires

. .. ...... .

Nose

Gear

Strut

.......

Nose

Gear

Shimmy

Dampener

.

Hydraulic

Brake

Systems

. .

Oxygen

Cylinder

.......

Oxygen

Face

Masks

.....

CLEANING

.....

Windshields

and

Windows

. .

Plastic

Trim

........

Aluminum

Surfaces

.....

Painted

Surfaces

......

Engine

Compartment

....

Upholstery

and

Interior

. . .

Propellers

....

LUBRICATION

.....

INSPECTION

.....

2-6

2-7

2-14

jacked

if desired.

To

jack

one main

gear

at

a

time,

an

optional

universal

jack

point

which

attaches

to

the

gear

spring

should

be

used.

Do

not

use

the

brake

casting

as

a

jacking

point.

.CAUTION

When

using

the universal

jack

point,

flexibil-

ity

of

the

gear

strut

will

cause

the

main

wheel

to

slide

inboard

as

the

wheel

is

raised,

tilting

the

jack.

The

jack

must

then

be

lowered

for

a

second

jacking

operation.

Jacking

both

wheels

simultaneously

with

universal

jack

points

is

not

recommended.

To

jack

both

main

gears at

once

use

the

wing

jack

points.

These

jack

points

are

installed

just

outboard

of

the

wing

strut,

in

the

bottom

forward

flange

of

the

front

wing

spar.

A

countersunk

screw

is

installed

in

the

nutplate-provided

for

the

jack

points.

Remove

screw

and

install

jack

points

in

the

nutplates.

Be

sure

to

remove

jack

points

and

reinstall

screws

after

jacking

operation

is

completed.

The

nose

of

the

airplane

must

be

weighted

down

anytime

the

wing

jack

points

are

used.

This

is

accomplished

by

re-

moving

the

front

engine

cowl and

placing

shot

bags

on

the

engine

and

engine

mount.

The

nose

must

also

be

weighted

when

all

three

jack

points,

nose,

and

wing,

are

used

simultaneously.

Stands

should

be

placed

under

the

tail

booms

to

steady

the

airplane

before

it

is

worked

on

in

the

jacked

position.

The

Model

310

jacks

and

adapter

stand,

or

the

combination

Models

210

and

310

jack

should

be

utilized

when

using

the

wing

jack

points.

The

tail

may

have

to

be

lowered

slightly

to

gain

initial

clearance

for

the

jacks.

2-1

I

Jack

(Model

310)

Spare

rars

iuepartmeni).

A

comui

310

jack

is

also

available.

1.

Use

wing

jack

points

(1400110-2,

2

reqd.)

2.

Lower

tail

slightly,

if

necessary,

to

gain

extra

clearance

for

jacks.

3.

Weight

nose

of

aircraft

by

removing

front

cowl

and

placing

shot

bags

on

engine.

4.

After

aircraft

is

at

desired

height, place

stands

under

tail

to

steady

it.

Universal

jack

point

(Part

No.

10004-98)

Figure

2-1.

Jacking

2-2

CHAIN,

CABLE,

OR

ROPE

CHAIN,

CABLE,

OR

ROPE

CONTROL

Figure

2-2.

Tie-Down

Diagram

2-3

CHAIN,

CABLE,

OR

ROPE

ONL

DO

NOT

TIE

ROPE

TO

TORQUE

2-5.

PARKING.

Parking

precautions

depend

princi-

pally

on

local

conditions.

As

a

general

precaution,

it

is

wise

to

set

the

parking

brake

or

chock

the

wheels

and

install

the

control

lock.

In

severe

weather,

and

high

wind

conditions,

tie

down

the

airplane as

out-

lined

in

paragraph

2-6

if

a

hangar

is

not

available.

2-6.

TIE-DOWN

should

be

accomplished

in

antici-

pation

of

high

winds.

Anytime

the

airplane

is

to

be

left

outside

for

lengthy

periods,

such

as

overnight,

tie

down

as

follows:

a.

Set

parking

brake

and

install

control

wheel

lock.

b.

Install

a

surface

control

lock

between

each

fin

and

rudder

as

shown

in

figure

2-2.

c.

Secure

chains

or ropes

of

700

pounds

or

more

tensile

strength

to

tie-down

fittings

under

wings

and

fasten

to

ground

anchors.

d.

Secure

chains

or

ropes

of

700

pounds

or

more

tensile

strength

to

tie-down

fitting

on

each

tail

boom

and

fasten

each

rope

or

chain

to

a

common

ground

anchor.

e.

Tie the

middle

of

a

rope

(do

not

use

a

chain

or

cable)

to

the

nose

gear

mounting

(see

figure

2-2).

Pull

each

end

away

45

degrees

and

secure

to

ground

fittings.

f.

Install

pitot

tube

cover.

2-7.

HANGAR

STORAGE.

An

airplane

stored

in

a

hangar

requires

little

attention.

The

following

oper-

ations-will

maintain

the

airplane

in

a

serviceable

condition;

NOTE

If

the

airplane

is

to

be

stored

for

a

long

period,

see

paragraph

2-9.

a.

Make

sure

all

switches

are

turned

off,

then

ro-

tate

propeller

by

hand

every

few

days to

maintain

an

oil

film

on

the

internal

parts

of

the

engine.

b.

Keep

fuel

tanks

full

to

retard

moisture

conden-

sation

in

the

tanks.

c.

Keep

battery

fully

charged

to

prevent

the

elec-

trolyte

from

freezing

in

an

unheated

hangar.

2-8.

OUTSIDE

STORAGE.

Short-term

outside

storage

of

an

airplane

requires

secure

tie-down

procedures

in

accordance

with

paragraph

2-6,

as

well

as

the

precautions

listed

in

paragraph

2-7.

In

addition,

the

pitot

tube,

air

vents,

openings

in

the

engine

cowl,

and

other

similar

openings

should

have

protective

covers

installed

if

rain,

sleet,

snow,

or

blowing

dust

are

anticipated.

2-9.

EXTENDED

STORAGE

requires

the

following

precautions

in

addition

to

secure

tie-down

or

storing

the

airplane

in

a hangar.

a.

Operate

engines

until

oil

temperature

reaches

normal

range.

Drain

engine

oil

sumps

completely

and

re-install

drain

plugs.

b.

Fill

each

engine

oil

sump

with

10

quarts

of

corrosion

preventive

oil,

which

has

been

pre-heated

to

225°.

Continental

Motors

Corporation

recom-

mends

Cosmoline

No.

1223

supplied

by

E.

F.

Houghton

&

Co.,

305

W.

Lehigh

Avenue,

Philadelphia,

Penn.

c.

Start

and

operate

engines

at

1200-1500

rpm

for

five

minutes.

CAUTION

Monitor

cylinder

head

temperature

closely.

Temperature

shall

not

exceed

maximum

al-

lowable.

d.

With

engine

operating

and

induction

air

filter

re-

moved,

spray

corrosion-preventive

oil

into

the

in-

duction

airbox,

at

the

rate

of

one-half

gallon

per

minute,

until

smoke

comes

from

the

exhaust

stack,

then

increase

the

spray until

the

engine

is

stopped.

CAUTION

Injecting

oil

too

fast

can

cause

a

hydrostatic

lock.

e.

Do

not

rotate

propeller

after

completing

step

d.

f.

Remove

all

spark

plugs,

and

spray

corrosion-

preventive

oil,

which

has

been

pre-heated

to

150°

-

180°F.,

into

all

spark

plug

holes.

g.

Replace

lower

spark

plugs

or

install

solid

plugs,

and

install

dehydrator

plugs

in

the

upper

spark

plug

holes.

h.

Cover

spark

plug

terminals

with

shipping

plugs

or other

suitable

covers,

and

cover

all

other

engine

and

accessory

vents,

and

other

openings

with

a

vapor-proof

covering

material.

i.

Drain

corrosion-preventive

oil

from

each en-

gine

sump

and

re-install

drain

plugs.

NOTE

The

corrosion-preventive

oil

is

harmful

to

paint

and

should

be

wiped

from

painted

sur-

faces

immediately.

j.

Attach

a

warning

placard

on

the

throttle

control

knobs,

to

the

effect

that

the

engines

contains

no

lub-

ricating

oil.

Placard

each

propeller

to

the

effect

that

it

should

not

be

rotated

while

the

engine

is

in

storage.

k.

Lubricate

all

airframe

items,

and

seal or

cover

all

openings.

1.

Remove

battery

from

airplane

and

store

in

a

cool

place;

service

battery

periodically.

m.

Block

up

fuselage

to

remove

weight

from

tires

to

prevent

tires

from

flat-spotting.

NOTE

Tires

will

take

a

set,

causing

them

to

be

out-

of-round,

if

an

airplane is

left parked

more

than

a

few

days.

For

this

reason,

a

stored

airplane

should

be blocked

up

to

prevent

the

tires

from

flat-spotting.

2-10.

RETURNING

AIRPLANE

TO SERVICE.

After

a

short

term

storage,

returning

the airplane

to

ser-

vice

is

accomplished

by

completing

a

thorough

pre-

flight

inspection.

After

extended

storage,

use the

following

procedure

to

return

the

airplane

to

service.

a.

Remove

airplane

from

blocks

and

check

tires

for

proper

tire

inflation.

Check

for proper

nose

gear

strut

inflation.

b.

Check

battery

and

install.

2-4

c.

Remove

materials

used

to

cover

openings.

d.

Remove warning

placards

posted

at

throttle

and

propellers.

e.

Remove

and

clean

engine

oil

filter,

then

re-

install

and

safety.

If

an

external

oil

filter

is

in-

stalled,

install

a new

filter

element

and

safety.

f.

Check

that

oil

sump

drain

plugs

are

installed

and

safetied,

then

service

the

engines

with

oil.

NOTE

The

corrosion-preventive

oil

will

mix

with

engine

lubricating

oil,

so

flushing

the

oil

sys-

tems

is

not

necessary.

Draining

the

oil

sump

is

sufficient.

g.

Service

the

induction

air

filters

and

install.

h.

Remove

dehydrator

plugs

installed

in

spark

plug

holes

and

rotate propeller

by

hand

several

revolutions

to

clear

corrosion-preventive

oil

from cylinders.

i.

Install

all

spark

plugs

and

connect

leads.

j.

Check

fuel

strainers.

Remove

and

clean

filter

screen

if

necessary.

Check

fuel

tanks

and

fuel

lines

for

moisture

condensation

and

sediment,

and

drain

enough

fuel

to

eliminate.

k.

Perform

a

thorough

pre-flight

inspection,

then

start

and

warm

up

engines.

2-11.

LEVELING.

The

top

surface

of

the

front

seat

rails

is

the

point

used

to

level

the

airplane

longitudi-

nally.

A

level

placed

across

the

front

seat

rails

at

Sta.

114.00

is

used to

level

the

airplane

laterally.

2-12.

SERVICING.

2-13.

Servicing

requirements

are

shown

in

the

Servicing

Chart

(figure 2-3).

The

following

para-

graphs

supplement

this

figure

by

adding

details.

2-14.

FUEL

TANKS

should

be

filled

to

capacity

im-

mediately

after

flight to

reduce

moisture

condensation.

Standard

tank

capacity

is

92.8

gallons. Airplanes

equipped

with

optional

fuel

tanks

have

an

additional

38

gallons capacity

with

19

gallons

in

each

auxiliary

tank.

The recommended

fuel

grade

is

100/130

min-

imum,

aviation

gasoline.

2-15.

FUEL

DRAINS

are

located

at

various

points

in

the

fuel

system

to

provide

for

drainage

of

water

and

sediment.

See

Section

11.

2-15A.

FUEL

STRAINERS.

Each

100

hours,

remove

strainer

bowl

and

cartridge

assembly

(items

10

thru

13,

figure

11-3).

Wash

in

solvent,

plugging

open

end

of

center

tube

while

washing.

Replace

cartridge

as-

sembly

if defective.

2-16.

ENGINE

OIL

should

be

checked

5

to

10

min-

utes

after

engines

have been

stopped.

Oil

should

be

changed

while

oil

is

still

hot. Oil

capacity

is

10

quarts

for

each

engine.

One

additional

quart

is

re-

quired

when

changing

oil

and

filter

element

on

air-

craft

equipped

with

an

external

oil

filter.

To

mini-

mize

loss

of

oil

through

the

breather

line,

fill

to 8

quarts

on

the

dipstick

for

normal

flights

of

less

than

3

hours.

For

extended

flights,

fill

to

the

full

mark

on

the

dipstick.

Do

not

operate

with

less

than

7

quarts.

On

airplanes

equipped

with

an

external

oil

filter,

change

engine

oil

and

filter

element

at

50-hour

intervals.

Without

an

external

oil

filter,

change

oil

and

clean

engine

oil

screen

every

25

hours.

Change

oil

every

four

months

even

though

less

than

the

specified

hours

have

accumulated.

Reduce

these

periods

for

prolonged

operations

in

dusty

areas,

in

cold

climates

where

sludging

conditions

exist,

and

where

short

flights

and

long

idle

periods

are

en-

countered,

which

cause

sludging

conditions.

Engine

oil,

and

external

filter

element,

should

be changed

whenever

oil

on

dipstick

appears

dirty.

NOTE

Use

ONLY

detergent

oil

conforming

to

Conti-

nental

Motors

Corporation Specification

MHS-24.

Refer

to

figure

2-3

for

recommended

oil

grades.

To

replace

the

optional

external

oil

filter

element,

refer

to

paragraph

10-90.

An

optional

quick-drain

valve,

for

use

with

a hose

which

automatically

opens

the

valve

when

slipped

over

it,

may

be

installed

in

place

of

the

existing

oil

drain

plug.

2-17.

ENGINE

INDUCTION

AIR

FILTERS

keep

dust

and

dirt

from

entering

the

induction

system.

The

value

of

maintaining

the

induction

air

filters

in

a

good

clean

condition

can

never

be

overstressed.

More

engine

wear

is

caused

through

the

use

of

a

dirty

air

filter

than

is

generally

believed.

The

fre-

quency

with

which

the

filter

should

be

removed

and

cleaned

will

be

determined

primarily

by

aircraft

op-

erating

conditions.

A

good

general

rule,

however,

is

to

remove

and

clean

filters

at

least

every

50

hours

of engine

operating

time

and

more

frequently

if

war-

ranted

by

operating

conditions.

Some

operators

pre-

fer

to

hold

a

spare

set

of

induction

air

filters

at

their

home

base

of

operation

so

that

a clean

set

of

filters

are

always

readily

available.

Under

extremely

dusty

conditions,

daily

maintenance

of

the

filters

is

recommended.

The

permanent

dry

air

filters

can

readily

be

serviced

by removing

and

slightly

rapping

to

remove

heavy

dirt

accumulations,

and

then

wash-

ing

in

hot

or

cold

water.

A

mild

detergent

in

the

water

will

assist

in cleaning

where

the

collected

dirt

may

contain

oil

or

grease.

Allow

water

to

drain

from

filter

and

dry

with

filtered

compressed

air.

ICAUTION

Do

not

use

solvent

or

cleaning

fluids

to

clean

filter.

Use

only

a

household

detergent

and

water

when

cleaning

the

permanent

filter.

Be

sure

airbox

is

clean,

inspect

filter

and

replace

if

filtering

element

is

damaged,

then

install.

The

filter

is

a

permanent

filter

and

may

be

reused

as

long

as

it

is

not

damaged.

2-18.

BATTERY.

Battery

servicing

involves

add-

ing

distilled

water

to

maintain

the

electrolyte

level

even

with

the

horizontal

baffle

plate

or

split

ring

at

the

bottom

of

the

filler

holes,

checking

cable

con-

2-5

nections,

and

neutralizing

and

cleaning

off

any

spilled

electrolyte

or

corrosion.

Use

bicarbonate

of

soda

(baking

soda)

and

clean

water

to

neutralize

electro-

lyte

or

corrosion.

Follow

with

a

thorough

flushing

with

clean

water.

Do

not

allow

bicarbonate

of

soda

to

enter

battery

as

it

will

neutralize

electrolyte

and

can

permanently

damage

battery.

Brighten

cable

and

terminal

connections

with

a

wire

brush,

then

coat

with

petroleum

jelly

before

connecting.

Check

the

battery

every

50

hours

(or

at

least

every

30

days),

oftener

in hot

weather.

Add

only

distilled

water,

not

acid

or

"rejuvenators,"

to

maintain

elec-

trolyte level

in

the

battery.

Inspect

the

battery

box

and

clean,

remove

any

evidence

of

corrosion.

CAUTION

This

aircraft

is

equipped

with

alternators

and

a

negative

ground

system.

Observe

proper

polarity.

Reverse

polarity

will

damage

electrical

components.

2-19.

TIRES

should

be maintained

at

the

air

pres-

sure

specified

in

the

chart

of

Section

1.

When

check-

ing

tire

pressure,

examine

tire

for

wear,

cuts,

bruises,

and

slippage.

NOTE

Recommended

tire

pressure

should

be

main-

tained.

Especially

in

cold

weather,

remem-

ber

that

any

drop

in temperature

of

the

air

inside

a

tire

causes

a

corresponding

drop

in

pressure.

2-20.

NOSE

GEAR

STRUT.

The

nose

gear

strut

requires

periodic

checking

to

ascertain

that

the

strut

is

filled

with

hydraulic

fluid

(Federal

Specification

MIL-H-5606)

and

is

inflated

to

the

correct

air

pres-

sure.

When

servicing

the

nose

gear

strut

proceed

as

follows:

a.

Remove valve

cap

and

reduce

air

pressure

to

zero.

b.

Remove

valve

housing

assembly.

c.

Telescope

gear

strut

to

its

shortest

length

and

fill

to

bottom

of

filler

hole

with MIL-H-5606

hydrau-

lic

fluid.

d.

Lift

nose

of

airplane,

extend

and

compress

strut

several

times

to

expel

any

entrapped

air,

then

lower

nose

of

airplane

and

repeat

step

"c."

e.

Install

valve

housing

assembly

and

inflate

strut

to

50

psi

with

nose

wheel

off

ground

(strut

extended).

NOTE

Keep

the

nose

gear

shock

strut,

especially

the

exposed

portion

of

the

strut

piston,

wiped

off

with

a

clean

dry

cloth

to

remove

dust

and

grit

which

may

cut

the

seals

in

the

strut

bar-

rel

Do

not

wipe

the

strut

with

hydraulic

fluid,

since

this

tends

to

collect

even

more

dust

and

grit.

2-21.

NOSE

GEAR

SHIMMY

DAMPENER.

The

shimmy

dampener

should

be

serviced

at

least every

100

hours.

The

dampener

must

be

filled

completely

with

fluid,

free

of

entrapped

air,

to

serve its

purpose.

To

fill

or

add

fluid

to

shimmy

dampener

while

in-

stalled

on

airplane:

a.

Remove

filler

plug

from

dampener.

b.

Using

a

tow-bar,

turn

nose

gear

in

the

direction

that

places

the

dampener

piston

at

the

end

opposite

the

filler

plug.

c.

Fill

with

MIL-H-5606

hydraulic

fluid.

d.

Install

and

safety

filler

plug.

To

fill

shimmy

dampener

when

it

is

removed

from

airplane,

proceed

as

follows:

a.

Remove

filler

plug

from

dampener.

b.

Submerge

dampener

in

MIL-H-5606

hydraulic

fluid

and

work

dampener

piston

shaft in

and

out

to

remove

any

entrapped

air

and

ascertain

complete

filling

of

cylinder.

c.

Reinstall

plug

before

removing

dampener

from

hydraulic

fluid.

NOTE

Keep

the

shimmy

dampener,

especially

the

exposed

portions

of

the

dampener

shaft,

wiped

off

with

a

clean

cloth

to

remove

dust

and

grit

which

may

cut

the

seals

in

the

dampener

bar-

rel

Do

not

wipe

the

shaft

with

hydraulic

fluid,

since

this

tends

to

collect

even

more

dust

and

grit.

2-22.

HYDRAULIC

BRAKE

SYSTEMS

should

be

checked

for

the

correct

amount

of

fluid

at

least

every

100

hours.

Add

MIL-H-5606

hydraulic

fluid

at

the

brake

master

cylinders.

Bleed

the

brake

sys-

tem

of

entrapped

air

whenever

there

is

a

spongy

response

to

the

brake

pedals.

2-23.

OXYGEN

CYLINDER.

Some

airplanes

are

equipped

with

an

optional

oxygen

system.

The

oxygen

cylinder

should

be

refilled

when

oxygen

system

pres-

sure

is

below

300

psi.

When

fully

charged

the

oxygen

cylinder

contains

48

cubic

feet

of

oxygen

at

1800

psi

at

70°F.

NOTE

The

oxygen

system

is

equipped

with

a

filler

valve

so

the

system

may

be

refilled

without

removing

the

oxygen

cylinder.

If

the

oxygen

cylinder

is

to

be

refilled

by

a

commercial

oxygen

supplier,

the

following

procedure

may

be

accomplished.

a.

Remove

access

panel

on

right

rear

of

fuselage.

WARNING

Do

not

permit

smoking

or

open

flame

in

or

near

airplane

while

work

is

performed

on

oxygen

system,

or

when

the

system

is

in

operation.

Guard

against

inadvertently

turn-

ing

master

switch

on.

b.

Close

cylinder

shut-off

valve

by

turning

full

clockwise.

c.

Disconnect

oxygen

lines

from

cylinder.

d.

Loosen

clamps

securing

cylinder

and

remove

cylinder.

2-6

e.

Refill

cylinder

with

aviator's

breathing

oxygen

(MIL-O-27210).

NOTE

This

oxygen

is

specially

dried

to

remove

moisture

which

could

cause

corrosion

and

dam-

age

to

the

system

or

which

could

freeze

at

low

temperature,

and

render

the

system

useless.

f.

Reverse

the

preceding

steps

to

install

the

cyl-

inder.

WARNING

Oil,

grease,

or

other

lubricants

in

contact

with

oxygen

create a

serious

fire

hazard,

and

such

contact

must

be

avoided.

Only

a

thread

compound

approved

under

MIL-T-5542

can

be

used

safely

on

oxygen

systems.

Apply

only

to

first

three

threads

of

male

fittings

to

pre-

vent

thread

seizure.

2-24.

OXYGEN

FACE

MASKS.

Disposable

oxygen

face

masks

are

normally

stowed

in

a

plastic

bag

in

the

map

compartment.

Oxygen

system

servicing

should

include

checking

the

condition

of

the

face

masks,

hoses

and

fittings,

and

a

replenishment

of

the

supply

of

masks

as

required.

2-25.

CLEANING.

2-26.

Keeping

the

airplane

clean

is

important.

Be-

sides

maintaining

the

trim

appearance

of

the

airplane,

cleaning

reduces

the

possibility

of

corrosion

and

makes

inspection

and

maintenance

easier.

2-27.

WINDSHIELDS

AND

WINDOWS.

The

wind-

shields

and

windows

should

be

cleaned

with

plenty

of

fresh

water

and

soap,

using

the

palm

of

the

hand

to

feel

and

dislodge

any

caked

dirt

or

mud.

A

sponge,

soft

cloth,

or

chamois

may

be

used,

but

only

as

a

means

of

carrying

water

to

the

plastic.

Dry with

a

clean,

damp

chamois.

Rubbing

with

a

dry

cloth

will

build

up

an

electrostatic

charge

which

will

attract

dust

particles.

Oil

and

grease

may

be

removed

by

rubbing

lightly

with

a

kerosene-moistened

cloth

and

then

washing

the

kerosene

residue

from

the

plastic

with

water

and

soap.

CAUTION

Do

not

use

gasoline,

alcohol,

benzene,

carbon

tetrachloride,

fire

extinguisher

fluid,

de-ice

fluid,

lacquer

thinner,

or

glass

window

cleaning

spray. These

solvents

will

soften

and

craze

the

plastic.

2-28.

PLASTIC

TRIM.

Some

airplanes

are

equip-

ped

with

plastic

control

wheels.

The

plastic

control

wheels

and

other

plastic

trim

should

be

cleaned

with

soap

and

water.

Observe

caution

in

preceding

para-

graph

when

cleaning

the

plastic

trim

throughout

the

airplane.

2-29.

ALUMINUM

SURFACES

require

a

minimum

of

care,

but

should

never

be

neglected.

The

airplane

may

be

washed

with

clean

water

to

remove

dirt,

and

with

carbon

tetrachloride

or other

non-alkaline

grease

solvents

to

remove

oil

and/or

grease.

House-

hold

type

detergent

soap

powders

are

effective

cleaners,

but should

be

used

cautiously

since

some

of

them

are

strongly

alkaline.

Many

good

aluminum

cleaners,

polishes,

and

waxes

are

available

from

commercial

suppliers

of

aircraft

products.

2-30.

PAINTED

SURFACES

are

best

cared

for

by

washing

with

clean

water

and

a

mild

soap,

then

wax-

ing with

any

good

automotive

wax. Use

only

clean,

cold

water

and

a

mild

soap

during

the

initial

curing

period

of

the

paint,

which

may

be

as

long

as

90

days.

2-31.

ENGINE

COMPARTMENT

cleaning

is

essential

to

minimize

any

danger

of

fire,

and

for

proper

in-

spection

of

components.

The

engine

and

engine

com-

partment

may

be washed

down

with

a

suitable

solvent,

and

then

dried

thoroughly.

See

paragraph

10-7.

2-32.

UPHOLSTERY

AND

INTERIOR

cleaning

pro-

long

the

life

of

upholstery

fabrics

and

interior

trim.

To

clean

the

interior

proceed

as

follows:

a.

Empty

all ash

trays.

b.

Brush

or

vacuum

clean

the

carpeting

and

uphol-

stery

to

remove

dirt.

c.

Wipe

leather,

Royalite,

and

plastic

surfaces

with

a

damp

cloth.

d.

Soiled

upholstery

fabrics

and

carpeting

may

be

cleaned

with

a

foam-type

detergent,

used

in

accord-

ance

with

the

manufacturer's

instructions.

e.

Oily

spots

and

stains

may

be

cleaned

with

house-

hold

spot

removers,

used

sparingly.

Before

using

any

solvent,

read

the

instructions

on

the container

and

test

it

on

an

obscure

place

in the

fabric

to

be

cleaned.

Never

saturate

the

fabric

with

a

volatile

solvent;

it

may

damage

the

padding

and

backing

materials.

f.

Scrape

sticky

materials

with

a

dull

knife,

then

spot-clean

the

area.

2-33.

PROPELLERS

should

be

wiped

off

occasion-

ally

with

an

oily

cloth

to

clean

off

grass

and

bug

stains.

In

salt

water

areas

this

will

assist

in cor-

rosion-proofing

the

propeller.

2-34.

WHEELS

should

be

washed

periodically

and

examined

for

corrosion,

chipped

paint,

and

cracks

or

dents

in

the

wheel

castings.

Sand

smooth,

prime,

and

repaint minor

defects.

2-35.

LUBRICATION.

2-39.

Lubrication

requirements

are

shown

on

the

Lubrication

Chart

(figure

2-4).

Before

adding

grease

to

grease

fittings,

wipe

off

all

dirt.

Lubri-

cate

until

new

grease

appears

around

parts

being

lubricated

and wipe off

excess

grease.

2-40.

NOSE

GEAR

TORQUE

LINKS.

Lubricate

torque

links

every

50

hours.

When

operating

in

dusty

conditions,

more

frequent

lubrication

is

recommended.

2-7

RECOMMENDED

FUEL:

AVIATION

GRADE--100/130

MINIMUM

GRADE

RECOMMENDED

ENGINE

OIL:

(Detergent

Only)

AVIATION

GRADE--SAE

30

BELOW

40°

F.

SAE

50

ABOVE

400

F.

HYDRAULIC

FLUID

SPEC.

NO.

MIL-H-5606

OXYGEN:

SPEC.

NO.

MIL-0-27210

Figure

2-3.

Servicing

Chart

(Sheet 1

of

3)

2-8

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Cessna SKYMASTER 336 1964 User manual

Cessna SKYMASTER 336 1964 User manual

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